Automotive body and frame



Feb. 4, 1936. 1 MINQTT 2,029,735

AUTOMOTIVE BODY AND FRAME Filed Oct. 7, 1931 4 Sheets-Sheet 1 Jimwoent'oo wmyw 1 Feb. 4, 1936.

D. L. MINOTT 2,029,735

AUTOMOTIVE BODY AND FRAME Filed oct. 7, 1931 4 Sheets-Sheet 2 r p mz/Lee lin Feb. 4, 1936.

D. L. MINOTT AUTOMOTIVE BODY AND FRAME Filed Oct. 7, 1951 4 Sheets-Sheet5 Feb. 4, 1936. -r 2,029,735

AUTOMOTIVE BODY AND FRAME Filed Ocifl '7, 1931 4 Sheets-Sheet 4 pan//lee I/llof/ Patented Feb. 4, 1936 PATENT OFFICE eans .rwouom Bony AND mmv nominee Mlnott, Portland, oregaiassignor of one-halite Robert F.Turtle. and one-half to Herman lLBiel-edori', both of Portland, oApplication ouster-v, 1931, se -m No. 567,425

comm. (o1. zoo-112) My invention relates to vehicles and is primarilyadapted for installation and for beina used in conjunction with motorvehicles.

The invention is primarily comprised of a secondary frame, adapted forbeing rockably supported relative to the primary frame of theautomobile. Means being provided for securing and mounting the fenders,the running boards, the body and the prime movers thereupon, and meansbeing associated between the secondary frame construct an automobilethat the body of the automobilemay be moved from a horizontal planeindirect proportion to the amount of steer that is imparted to thesteering wheels of the automobile.

A still further object of my invention consists in so constructing theautomobile that greater comfort may be enjoyed by the passengers of theautomobile in the rounding of curves and especially at the higherspeeds.

And a still further object of my invention consists in so constructingthe automobile that greater safety will be enjoyed by the occupants ofthe automobile, when the same is being driven at relatively high speeds,around the curves of highways andaround the corners encountered inordinary street traffic.

And a. still further object of my invention consists in so constructingthe automobile that greater stability will be encountered in the operation of the vehicle. v

With these and incidental objects in view, the invention consists incertain novel features of construction and combination of parts, theessential elements of which are set forth in the appended claims, and apreferred form of embodiment of which is hereinafter shown withreference to the drawings which accompany and form a part of thisspecification.

In the drawings: 7

Fig. 1 is a front view of an automobile illustrating the body of theautomobile as being tilted from the horizontal in direct proportion tothe amount of steering movement that has been imparted to the frontwheels of the motor vehicle.

Fig. 2 is a fragmentary, top, plan view, of the primary and secondaryframes of the automobile chassis. I

Fig. 3 is a sectional, end view, of the mechanism illustrated in Fig. 2,the same being taken on line 3-3 of Fig. 2, looking in the directionindicated.

Fig. 4 is a top, plan view, of the primary and secondary frames of theautomobile, illustrating the wheel and axle support therefor and thecooperating, associated elements that are disposed 10 between thesteering gear and the primary and secondary frames of the automobile.

Fig. 5 is a detailed sectional, side view assembly of the primary andsecondary frames and of the associated elements. 7

Fig. 6 is a sectional, end view of the rear endof the primary andsecondary frames and illustrating the support disposed betweentheprimary and secondary frames, the same being taken on line 6-6 of Fig.5, looking in the direction indicated. a 1

Fig. 7 is a fragmentary, sectional, side view, of the associatedelements disposed between the steering gear and the coacting parts thatare adapted for imparting a tilting, or rocking movement to thesecondary frame as steering movement is imparted to the steering gear.

Fig. 8 is a sectional, end view, of the front end of the assembly, thesame being made to illustrate the support disposed between the primaryand secondary frames, the same being taken on line 8-8 of Fig. 5,looking in the direction indicated.

Fig. 9 is a sectionahend view, of the mechanism illustrated in Fig. 5,the same being made, primarily to illustrate the coasting mechanismdisposed between the steering gear and the primary and the secondaryframes; the same being taken on line 9-9 of Fig. 5, looking inI'thedirection indicated. L

Fig. 10 is a sectional, end view, of the;mechanism illustrated in Fig..5, the same being taken on line Ill-l0 of Fig. 5, looking in thedirection indicated.

Like reference characters refer to like parts throughout the severalviews.

For the purpose of this description I have illustrated my improvementsas being placed in an automobile, but I do not wish to be limited to theapplication of my invention to automobiles as the same may be used withequal facility .upon motor busses, trucks and other self-propelledvehicles that are adapted for being moved and driven at relatively highspeeds.

My invention is comprised of a primary frame I,

that is adapted for being placed and supported upon the axles ofvehicles in the usual manner. I place a secondary frame 2 upon theprimary frame and indirectly secure the same to the primary frame. Ayoke 3 is secured to the primary frame I, upon its one end and a journalpin 4 is disposed therein that extends longitudinally of the frame andis preferably placed upon the center line of the motor vehicle thatextends longitudinally of the motor vehicle. Cross bars 5 and 6 aresecured within the secondary frame and are secured to the frame upontheir respective ends, and the journal pin 4 is journaled withintfi'walls of the cross bars 5 and 6. A like yoke I is disposed at therear of'the vehicle and a journal pin 8 is disposed within the yoke.

Cross bars 9 and 10 extend transversely of the frame, and the journalpin 8 is journaled within the walls of the cross bars 9 and Ill. Theaxial center line of the journal pins 4 and 8 have a common center line.The fenders and the running boards are directly supported upon thesecondary frame 2 and the body rests directly upon the secondary frame.The engine and its associated parts may be mounted upon the secondaryframe, or the same may be mounted upon the primary frame, depending uponthe character of service and use for which the device is to be adapted.The steering column ll terminates in a gear box l2 at its lower end, andmovement to the stub shaft I3 is communicated in direct proportion tothe amount of movement that is imparted to thesteering wheel of thesteering column.

A shaft I4 is disposed longitudinally of the secondary frame. A gear I5is mounted upon the stub shaft l3 and a gear' I6 is mounted upon theshaft l4, and as the stub shaft I3 is rotated .a like rotating movementwill be imparted to the shaft l4. A plurality of pairs of supportinglinks l1 and I8 is disposed at one, -or both sides of the vehicle. Thelink I! is directly secured to the shaft l4 upon its one end and ishingedly secured to the link l8 through the use of a journal pin Ill.The link I8 is hingedly secured to the pin l1 upon its one end throughthe use of the journal pin l9 and is hingedly secured to the primaryframe I upon its oppositely disposed end through the use of a journalpin so that as the shaft I4 is rotated a rocking movement will beimparted to the secondary frame in direct proportion to the movement ofthe steering mechanism.

The secondary frame, throughout the major portion of its length ispreferably positioned slightly above the primary frame, in order tofacilitate the attachments of the fenders, the running boards and thebody thereto and thereupon.

As shown in Figure 5, the secondary frame 2 and all the weight carriedby it is hung below the pivot points 4 and 8; This causes the secondaryframe and the body carried by it to tilt to the inside of a turn by theshifting of the center of gravity in that direction. This obviouslycounteracts the overturning effect of the centrifugal 'force acting onthe vehicle when negotiating a turn and especially at high speeds.

While-the form of mechanism herein shown and described is admirablyadapted to fulfill the objects primarily stated, it is to be understoodthat it is not intended to confine the invention to the one form ofembodiment herein shown and described,as it is susceptible of embodimentin various forms, all coming within the scope of the claims whichfollow.

What I claim is:

1. In a device of the class described, the combination, in a wheeledvehicle, of a substantially rigid vehicle chassis, a pair of bearingblocks in axial alignment and disposed one at each end of the vehiclechassis, a sub-frame disposed below said bearing blocks, a pair ofbearing spindles in axial alignment and disposed one at each end of thesub-frame and operatively engaging said bearing blocks to pivotallysupport said subframe with respect to the vehicle chassis, whereby thesub-frame and any load carried by it is in a state of stableequilibrium.

2. In a device of the class described,'the combination of a unitaryframe, two pairs of traction wheels disposed one at each end of theframe, a pair of bearing blocks disposed one at each end of the frameand in mutual horizontal and axial alignment, a unitary sub-framedisposed below the common axis of said bearing blocks, a pair of.bearing spindles disposed one at each end of the sub-frame and inmutual horizontal and axial alignment and operatively engaging saidbearing blocks.

DANIEL LEE MINOTT.

